Rail-anchor.



A. H. TOLDE RAIL ANCHOR:

APPLICATION mzn MAY 14, 1911.

2 SHEETS-SHEET I.

Patented Oct. 2, 1917.

. I lllllllllllllllll A. H. TOLD.

RAIL ANCHOR.

APPLICATION FILED MAY H. 1911.

Patented Oct. 2, 1917.

2 SHEETSSHEET 2.

UNITED STATES PATENT OFFICE.

ARNOLD H. TOLD, OF NEW YORK, N. Y., ASSIGNOR TO POSITIVE RAIL ANCHOR COM- PANY, OF MARION, INDIANA, A CORPORATION.

RAIL-ANCHOR.

Specification of Letters Patent.

Patented Oct. 2, 1917.

Application filed May 14, 1917. Serial No. 168,427.

To all whom it may concern:

Be it known that I, ARNOLD H. TOLD, a citizen of the United States, residing in the city of New York, county and State of New York, have invented certain new and useful Improvements in Rail-Anchors, of which I do declare the following to be a full, clear, and exact description, reference being bad to the accompanying drawings, forming a part of this specification.

The present invention has relation more particularly to the improvement of that type of rail anchors designed to prevent the creeping of railway rails, in which the rail anchor is provided at its opposite ends with jaws to gri the base flanges of the rail and in which t e anchor is provided with an abutment to engage one of the cross ties of the track.

The object of the invention is to provide means for more efiectively holding the anchor in engagement with the base flanges of the rail, and to this end the invention consists in the features of novelty hereinafter described, illustrated in the accompanying drawings, and particularly pointed out in the claims at the end of the specification.

In the drawings, my invention is shown as applied to a rail anchor of the type commonly known as the positive rail anchor, such rail anchor comprising a body portion or member adapted to extend beneath the base of the rail and having at its ends jaws adapted to engage thebase flanges of the rail and at one end a depending abutment to engage the cross tie of the track. With this type of anchor, it is sometimes found that there is a tendency of the anchor jaws to work loose when the abutment is embedded in the ballast of the road, and there is a contraction of the rail in a direction opposite that in which the normal trailic over the rail occurs. The object of the present invention is to provide the rail anchor with means whereby such tendency of the anchor to work loose shall be entirely overcome.

Figure 1 is a plan view showing a part of a railway rail with my invention applied thereto, a portion of one of the cross ties being also indicated. Fig. 2 is a view partly in elevation and partly in vertical section on the line 22 of Fig. 1. Fig. 3 is a view in vertical section on line 3-3 of Fig. 2. Fig. 4 is a detail plan view showing one end of the anchor with the guard spring in idle Fig. 6. Fig. 8 is a plan view. partly in horizontal section, of the end of the anchor to which the guard spring is connected.

A designates a railroad rail to the base flanges a and a of which my improved anchor is attached. As shown in the accompanying drawings, my invention is embodied in a rail anchor comprising a body portion B adapted to extend beneath the base of the rail A, this body portion B being provided at one end with a jaw B to engage one of the base flanges a of the rail and at its opposite end with a jaw B to engage the base flange a of the rail. At the end of the body nicmbei-B of the anchor adjacent the jaw B is formed a depending abutment B adapted to engage one of the cross tics C of the railway track.

Referring more particularly to the form of the invention illustrated on Sheet 1 of the drawings, it will be seen that to one end of the ar her is connected a spring D the purpose of which is to engage the adjacent base flange of the rail and prevent the working loose of the anchor. As shown. the spring D is formed of a steel bar the inner end of which extends beneath and is suitably connected to the body portion B of the anchor, while the opposite end of the spring is formed with a curved bowed portion that extends around the jaw B in such a manner that the free end (l may be brought into engagement with the flange a of the rail A. The inner end of the guard spring D may be connected in any convenient manner to the anchor, and as shown on Sheet 1 of the drawings. the guard spring has its inner end formed within a recess or seat in the bottom of the body portion B of the anchor and is held in place by a metal loop E that is riveted to the body of the anchor (see Figs. 2 and 5). The free end of the spring D is, shown as passing through a hole 6 that is formed in a flange b projecting laterally from the jaw B and in. the top wall of the jaw B is formed a hole 6 through which the free end of the guard spring D may pass to engage the base flange a of the rail. Preferably, an indented seat 6 is formed in the top wall of the jaw B adjacent the hole 6 and in this seat 6 the end of the guard spring D will rest when the spring is out of action,that is to say, before thev anchor has been placed in position for use upon the rail. Preferably, the free end of the guard spring D will be formed with a chisel point 01 to enable the spring to more effectively grip the flange a of the rail. Before the anchor is applied to the rail, the free end of the guard spring D will rest on the seat 5 as indicated in Fig. 4 of the drawings, but after the anchor has been placed in position for use upon the rail, as shown in Figs. 1 and 2, the free end of the guard spring D will be moved from OK the seat I) and into the hole 6 so that the pressure of the spring will bring its pointed free end 03 into engagement with shown in Figs. 1-, 2 and 3 of the drawings. Hence, it will be seen that when the rail anchor is in position for use and there is a tendency of the rail A as it contracts to move in a direction opposite the large arrow shown in Fig. 1, the grip of the guard spring upon the base flange a of the rail will tend to distort or rock the guard spring from the normally vertical position shown in Figs. 1 and 2 to the inclined position shown by dotted lines in Fig. 3. As soon, however, as the'rail tends to creep tion,that is to say, in the direction of the large arrow Fig. 1-the guard springD will tend to resume its normal position and in so back to the position shown in Figs. 1 and 2 of the drawings. The jaw B is shown as reinforced by vertical end flanges b and b and the flange b nearest the bowed portion of ,the (guard spring D will aid in resisting the torsional movement of the spring when it is distorted from the normal position shown by full lines in Figs. 1, 2 and 3 to the position shown by dotted lines in Fig. 3. Were it not. for the guard spring, it will be seen that when the rail A contracted and moved slightly in the direction opposite the large arrow in Fig. 1 (the abutment B being embedded in the ballast of the road), there would be a tendency of the anchor to rock slightly about the abutment as a pivot and thus loosen the jaw B, but when such action occurs with a rail anchor equipped with my present invention, the guard spring D serves to restore the jawto normal gripping position as soon as the rail tends to creep under the strains of traflic in the direction ofthe large arrow Fig. 1.

In the modlfied form of the invention illustrated in Fig. 5*,the guard spring D is similar in construction to the guard spring hereinbefore described, except that said guard spring has its inner portion formed the flange a of the rail, as clearly in the opposite direcmenace with an upturned end 03 adapted to'pass through an opening I) in the body portlon B of the anchor. Preferably, the upturned portion (1 is a trifle longer than the thickness of that part of the body portion B between the channel in which the guard spring D is located and the upper surface of the anchor, so that the inner end 0Z of the guard spring bears forcibly against the bottom of the rail base flange.

' In the form, of my invention illustrated upon Sheet 2 of the drawings, the body portion B, the end jaws B and B and the abutment B of the anchor are substantially the same in construction as hereinbefore described, but the form of the guard spring and manner of retaining the same is somewhat modified. As shown upon Sheet 2 of the drawings, the guard spring D is con-' nected to the anchor by forming this guard spring with an inner upturned end d adapted to enter the hole in the anchor and bear against'the under side of the base of the rail,

while the lower part of the guard spring D restswithin a seat formed in the bottom of spring D passes around and over the jaw B and downward inside the inner edge of b of the upper wall of the jaw B adjacent the narrow portion of this upper wall of the jaw. In this form of my invention also, the free end of the bowed portion of the guard spring D is preferably of triangular shape, as shown in d, so as to enable it to more effectively engage the outer edge of the base a of the rail A and the inner edge of the jaw B, as clearly shown in Figs. 6 and 7 of the drawings, when the anchor is in position for use.

By preference, a seat 6 is formed in the top wall of the jaw B to receive the free end of-the bowed portion of the guard spring D and hold the spring in inactive position until the anchor has been applied 1n position for use upon the rail. After the anchor has been fitted to the rail and the jaw B has been driven slightly toward the tie C, as shown in Fig. 6 of the drawing, the free end (1 of the spring will, be forced off the seat 6 and into the triangular space between the edge b of the jaw B and the outer edge of the flange a of the rail, as shown in Fig. 6 of the drawing. The free end d of the guard spring D thus acts as a wedge-between the outer edge of the base flange a of the rail and the inner edge of the jaw B of the anchor, so that when there is a tendency of the jaw B of the anchor to swing about the abutment at the ppposite end as a pivot, the guard spring wlll resist such tendency and hold the anchor in firm engagement with the rail.

Preferably, a seat 6 is formed in the upper face of the body portion B of the anchor to receive the free end 03* of the guard spring when the anchor is in position for use. When the seat is used as shown in Fig. 8, it will aid the guard spring in effectively holding the jaw B in firm, interlocking engagement with the flange at of the rail.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is 1. An anti-creeping device for railway rails, comprising a member adapted to extend beneath the base of the rail, said member being provided at its opposite ends with rail gripping jaws, and a guard spring secured to said member adjacent one of said jaws, said guard spring being formed separatefrom said member and having its free end arranged to grip one of the base flanges of the rail and oppose the horizontal turning of said member.

2. An anti-creeping device for railway rails, comprising a member adapted to extend beneath the base of the rail, said member being provided at its opposite ends with rail gripping jaws and at one end with a depending abutment engaging a cross tie, and a guard spring formed separate from and arranged at the opposite end of said member and adapted to engage the adjacent base flange of the rail.

3. An anti-creeping device for railway rails comprising a member adapted to extend beneath the base of the rail, said member being'provided at its opposite ends with rail gripping jaws, and a guard spring secured to said member and having a free end extending around one of said jaws and adapted to engage one of the base flanges of the rail.

4. An anti-creeping device for railway rails comprising a member adapted to extend beneath the base of the rail, said member being provided at its opposite ends with rail gripplng jaws, and a guard spring secured to said member and having a bowed portion extending around and outside one of said jaws and with its free end adapted to engage one of the base flanges of the rail.

5. An anti-creeping device for railway rails comprising a member adapted to extend beneath the base of the rail, said member being provided at its opposite ends with rail gripping jaws and u on its under side with a seat, and a guar spring arranged within said seat and adapted to engage one of the base flanges of the rail.

6. An anti-creeping device for railway rails comprising a member adapted to extend beneath the base of the rail, said member being provided at its opposite ends with rail gripping jaws and with an opening therethrough, and a guard spring having its inner end extending through the opening in said member and having its outer end adapted to extend around one of said jaws and engage one of the base flangesof the rail.

An anti-creeping device for railway rails comprising a member adapted to extend beneath the base of the rail, said member being provided at its opposite ends with rail gripping jaws and having a seat formed in the upper wall of one of said jaws, and a guard spring secured to said member adjacent one of said jaws and having a bowed portion adapted to rest within said seat when the sprin is out of action and to engage one of theiase flanges of the rail when the device is in position for use.

8. An anti-creeping device for railway rails comprising a member adapted to extend beneath the base of the rail, said member being provided at its opposite ends with rail grippm jaws and having a cutaway flange exten ing outwardly from one of said gripping jaws, and a guard spring secured to said member and having a portion extending through said cutaway flange and around the adjacent gripping jaw to engage one of the base flan es of the rail.

9. An anti-creeping device for railway rails comprising a'member adapted to extend beneath the base of the rail, said member being provided at its opposite ends with rail grippmg jaws, and a guard spring secured to said member adjacent one of said jaws and having a beveled end to engage one of the base flanges of the rail.

10. An anti-creeping device for railway rails comprising a member adapted to extend beneath the base of the rail, said member being provided at its opposite ends with rail grippm jaws, and a guard spring secured to sai member and having a bowed portion extending around one of said jaws and having a pointed free end to engage one of the base flanges of the rail.

ARNOLD H. TOLD. 

